BR British Rail Crimson & Cream Crimson and Cream Crimson Cream Blood & Custard Blood Custard Blood and Custard BR British Rail Crimson & Cream Crimson and Cream Crimson Cream Blood & Custard Blood Custard Blood and Custard BR British Rail Crimson & Cream Crimson and Cream Crimson Cream Blood & Custard Blood Custard Blood and Custard

© BloodandCustard

Southern Railway
2 BIL

(nos.2001 – 2152)

1^st August 1962 and the demise of 2 BIL 2088 at Barnham

© Ian Nolan

2-car Bi-Lavatory units

(nos.2001 – 2152)

Contents
2001-2010	2011-2048	2049-2116	2117-2152	Set 900 /701
BR liveries	Additional DTC vehicles	Barnham derailment 1962		Model Form

From Upper Avenue road overbridge 2 BIL unit no.2100 (with 1955-built replacement ex.2 HAL Driving Trailer Composite no.12857) departs Eastbourne in 1961 with a Brighton to Ore train (headcode 16). In the background an Express-Gear ratio 4 EPB no.5338 can be seen (possibly with two CEPs behind) – this formed a morning peak to London Bridge (headcode 65). A 4 LAV unit is also visible.

© Chris Wilson

© Hornby

Introduction

The 2 BIL units were built in four distinct batches:

	Unit nos*	Built	Purpose
1.	2001 to 2010	Feb-35	Brighton Line scheme to Seaford and Ore
2.	2011 to 2048	Aug-36 to Jan-37	Portsmouth No.1 scheme
3.	2049 to 2116	Jul-37 to Dec-37	Portsmouth No.2 scheme
4.	2117 to 2152	Aug-38 to Nov-38	Reading Extension scheme (Virginia Water to Reading, Ascot to Ash Vale and Aldershot to Guildford)
	*after renumbering took place

The first 2 BIL units were constructed for the 1935 extension of the Brighton line electrification to Seaford, Eastbourne & Hastings, (Ore). Order number HO 806 (dated 23^rd March 1934) was for ten two-coach units for the semi‑fast and stopping services. They were known as ‘2 BIL’ units; this denoting that both coaches of the unit had access to a lavatory.

These units appeared as nos.1891 – 1900 although the first unit (delivered in February 1935) was numbered 1890. However, this unit was renumbered 1900 in January 1936 to make way for the final 2 NOL unit. The other nine 2 BIL units were ready about March 1935.

The 2 BIL units were ordered alongside other batches of stock for the 1935 electrification extension scheme:

6 PAN units numbered 2021 – 2037
(Order no. HO 805 - seventeen six-coach corridor units for the express services)

2 NOL units numbered 1824 – 1855
(Order no. HO 807 - thirty-two two-coach non-gangwayed units for local stopping services).

Public services over the newly electrified lines commenced on 7^th July 1935 after a period of trial running from May 1935.

This first batch of 2 BIL units (as well as all subsequent orders) was constructed at Eastleigh on new underframes from Lancing with steel‑clad timber framed bodies and canvas covered roofs. These units were not gangwayed between coaches and were coupled with the centre buffer /three-link chain arrangement. However, as they were intended for use on some quite lengthy services it was considered necessary for all passengers to have access to a lavatory so each coach were provided with a side corridor and one lavatory these being located at the opposite end to the driving cabs.

All the seating was in compartments; each compartment having an outside access door and a sliding door into the corridor. These units were similarly equipped to most of the 2 NOL units and the 4 LAV unit (also the vast majority of the suburban three coach motor units) with electro-magnetic control equipment (supplied in this case by Metro-Vick), resulting in a large driver's cab in the motor coach and a raised floor in the guard's brake as a result of this control equipment.

In the motor coaches smoking was allowed in the two compartments (including the coupés) at the van end of the coach and the three at the opposite (toilet compartment); the two remaining compartments being designated non-smoking.

In the driving trailer composites smoking was allowed in the three third compartments behind the cab and in the three first compartments at the inner (toilet compartment) end of the coach; one first class compartment and the adjacent third-class being designated non-smoking.

However, subsequent batches of 2 BIL units were equipped with EE electro-pneumatic control gear (as were the last batch of 2 NOL units and all subsequent ‘1936 type’ stock built); this equipment all being below solebar level allowing a smaller cab to be provided. This difference meant that once again and like the MV control equipped 2 NOL units, there was a difference in the power cable conduit runs between the cab ends of the motor coach and driving trailer. The later batches had the same (driving trailer style) arrangement at both ends.

This first batch of units were regarded as satisfactory and further units of a similar type were then ordered during 1936 for the next three electrification extensions as follows:

1901 ‑ 1920 and 1954 ‑ 1971 in 1937 for Portsmouth No. 1 extension
(Order HO 898 dated 8^th January 1936 (36 units) with a further two added as order HO 903 on 27^th January 1936).

2049 ‑ 2116 in 1938 for Portsmouth No. 2 extension
(Order HO 949 dated 6^th November 1938 - 68 units).

2117 ‑ 2152 in 1939 for Reading extension
(Order HO 948 also dated 6^th November 1938 - 36 units).

The two additional units for HO 903 were added when Farnham - Alton was added to the ‘Portsmouth No. 1’ scheme.

The motor coaches of each of these further batches (final numbering 2011 to 2152) had a larger luggage area, six first class compartments and one four seat coupe (when compared to the first batch of units numbered 2001 to 2010).

SR Renumbering

The rapid expansion of the Southern Railway’s electric fleet had led to the numbering system becoming rather complex, with the Portsmouth No 1 batch being split around the existing 4 LAV numbers, and a renumbering scheme was drawn up from January 1937 to tidy-up the numbers and put them into a more logical sequence, this affecting the 2 BIL units.

Unit numbers 1891 ‑ 1900 now became nos.2001 ‑ 2010 (renumbered in order) whilst the newly delivered Portsmouth No 1 batch (not yet in traffic but in store or working running-in turns) became nos.2011 ‑ 2048. The final two batches of units carried their new numbers when delivered.

Changes in Design

The three larger batches of 2 BIL units had a number of detail improvements over the first ten units, principally that now having EE electro-pneumatic control gear allowed a smaller driver's cab and a larger guard's brake to be provided in the motor coaches, the luggage space in the first batch having proved inadequate. The larger guard's brake also meant that one of the full compartments in each motor coach was now reduced to a coupe (seating four) whilst the remaining six compartments were made slightly wider.

Other changes were made to the location of some of the doors along the corridor side, resulting also in changes to the window layout.

Following a collision at Woking in 1937 when 2 BIL no.2046 suffered a partial underframe collapse the final batch of ‘Reading line’ units featured a reinforced underframe design and heavier buffers. This raised the buffing load from 90 to 120 tons. As a result, each vehicle in the final batch weighed about one ton more than the earlier ones.

30^th March 1963 and 2 BIL 2084 at Ardingly

© Ian Nolan

In Service

Once delivered, this large fleet of 152 units was found working widely over all the electrified routes of both the Western and Central sections of the Southern, though they were much less common on the Eastern section, where similar duties were covered by the 2 HAL units built later for the Gillingham & Maidstone electrification scheme in 1939.

However, an eight coach 2 BIL formation was diagrammed to cover the 8:23am Sevenoaks to Cannon Street and 6:5pm return with other associated workings, the train being berthed at Orpington overnight. The trainset was changed over on Friday night to New Cross Gate with a fresh train returning to Orpington on Sunday evenings formed off a service arriving from Brighton. These workings ceased in February 1939 when new 2 HAL units took over these trains, units nos.2610 - 2613 being put into traffic for this working from 24^th February 1939.

Formations of units up to twelve coaches long could be found from Waterloo, Victoria and London Bridge. Units on the Central section also ran in conjunction with 4 LAV and 2 NOL units on some trains, whilst mixed formations with 4 SUB units were not uncommon.

2 BIL units also deputised from time to time on suburban services though their lower seating capacity was a disadvantage when working such trains. However, these units could not run in multiple with the ‘main line’ fleets of PUL /PAN /BEL and COR /RES /BUF units.

All batches of units were intermixed in traffic and units therefore received their routine maintenance at Fratton, Wimbledon Park and Lovers Walk depots. Heavier body repairs and overhauls were carried out at Lancing works whilst electrical overhauls and bogie changes were dealt with at Slade Green Repair Shop. More serious damage and collision repairs were carried out at Eastleigh works whilst other unscheduled repairs were also done at Peckham Rye and later Selhurst Repair Shops. Following closure of Lancing works in 1963, bodywork overhauls were transferred to Eastleigh.

The 2 BIL units continued on their intended duties for many years although four units were destroyed during the war by enemy action and many others suffered lesser damage. A few others with damaged driving trailers had these replaced by ‘all‑steel’ type 2 HAL pattern vehicles during the early 1950's; some of these being mounted on recovered underframes from damaged vehicles.

The toilet water heaters were isolated during the war years and not reinstated, though the hot taps remained in the toilets until removed in the early 1960's.

2 BIL unit no.2051 leads 2 HAL no.2620 as they call at a neat and tidy Barnham station working the 08.45hrs Brighton to Portsmouth Harbour on Saturday 1^st March 1969.

Unit no.2051 was withdrawn just over a year later still in this livery having led a fairly blameless existence from August 1937 although its DTC was slightly damaged by enemy action at Durnsford Road Wednesday 22^nd March 1944.

© John Hayward

Nationalisation

Nationalisation in 1948 had little effect other than the units' livery changing from SR to BR green.

During 1953 all units were modified with a compressor governor fitted to prevent units being able to take power until sufficient brake pressure was available to stop the train, this following a ‘runaway’ collision at Guildford involving a 2 BIL unit.

Similar equipment was fitted to all other units and whilst modifications were in progress a temporary restriction was imposed on two car units running solo, this affecting unit diagrams for a while (along with those of the 2 NOL and 2 HAL units). During the modification programme, units dealt with had a small 2" diameter white circle painted onto their bodysides close to the cab doors, once all were completed these were then removed.

When Second-class was abolished in June 1956 Third-Class was renamed Second Class resulting in the vehicle types changing, the motor brake third (MBT) now becoming a motor brake second (MBS).

From 1956 the 2 NOL units began to be withdrawn, their bodies scrapped and the underframes recovered for further use in construction of new ‘SR type’ 2 EPB and 2 HAP units. 2 BIL units were used to cover some of the former 2 NOL duties, being supplemented by 2 HAL units now being displaced from the Eastern section by new 2 HAP units. Unit no.2146 was the first to receive the new style circular BR carriage crest circa March 1957 replacing the ‘riding lion’ crest used hitherto.

The 2 BIL and 2 HAL units had no operational distinction (except for a small batch of 2 HAL units used between Victoria and Gatwick Airport) and were freely mixed from about 1960 onwards.

During the mid-1960's units began to gain air horns in place of their whistles (possibly starting in 1963; certainly some received horns in 1964) and had UIC (Union Internationale des Chemins de fer) yellow bands applied at cantrail level to indicate the location of the first class compartments. Small yellow warning panels were painted onto cab ends from January 1964 with units nos.2080 and 2087 amongst the first BR(S) units so treated: the yellow later being extended to the whole cab end.

Many of the small yellow warning panels were quickly painted on so dates for their application are few and far between. Where a painted ‘by date’ is stated in the livery table (below) this may have been obtained through photographic evidence. If no date is known then N/K applies. With the yellow warning panels /ends came the black inverted triangle on the motor coaches; this denoted that there was no brake van at the other end of the unit.

A system of electrical code letters allocated to each vehicle was introduced in 1963 and the 2 BIL units were included in this, the motor coaches becoming CA whilst the driving trailers were DA, though the first ten units were not included in the scheme.

31^st March 1963 and a 2 BIL (possibly unit no.2059) passes
Copyhold Junction en route to Ardingly and Horsted Keynes

© Ian Nolan

Corporate Blue & Withdrawal

From late 1967 units began to be repainted into BR blue livery with full yellow ends; unit 2111 being the first in October. Following the replacement of the 4 LAV units on the Brighton line in 1968 /1969 by new 4 VEP units, further batches of the 4 VEP units were ordered to begin replacement of the 2 BIL and 2 HAL fleet and withdrawals of undamaged units began in 1969, some still being in green livery.

The first ten 2 BIL units were among the earliest withdrawn and delivery of further 4 VEP and 4 CIG units and redeployment of 2 HAP units saw the 2 BIL fleet steadily lose the main line stopping duties on the Portsmouth line. Displaced 4 COR units were then used to replace the units on the Waterloo to Reading /Guildford lines and further 4 VEP deliveries saw the last scheduled workings on the Brighton main line on 30^th April 1971, leaving their last duties on coastal local trains from Brighton.

The final day of normal public service for the 2 BIL (and 2 HAL) units was 29^th July 1971 with units nos.2016 /2034 /2111 /2023 /2040 in use. Three units were retained for a final railtour on 25^th September 1971 when the last three (nos.2111 /2035 /2040) were withdrawn.

Withdrawn units were sent to Slade Green, thence Selhurst for stripping of equipment prior to sale to scrap dealers and disposal. However, one unit (no.2090) was claimed by the National Railway Museum and preserved. Unless accident-damaged most units were withdrawn in batches and stored at various locations around the system awaiting movement to Slade Green /Selhurst for electrical stripping.

Some units were out of use for a few days/weeks prior to their official withdrawal date. Following stripping there were further periods of storage before units were hauled away to the scrap dealer to which they had been sold. The ‘scrap date’ in the following lists is usually the month in which the units were hauled away from the SR, but some survived for some time afterwards in scrap yards prior to being broken‑up.

The class number 401 was allocated to the 2 BIL fleet by BR as part of the TOPS system in 1972. However, as units had all been withdrawn for disposal by this time this was not carried on any of the units.

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20^th August 1962 and 2 BIL no.2004 leads another into Ardingly

© Ian Nolan

BR Liveries

The inverted black triangle on yellow warning panels /ends was there to provide an early indication to station staff that there was no brake van at the other end of the unit.

Unit no.	BR(S) Green livery dates		BR(S) Blue livery dates		Notes
	Yellow warning panels	Full yellow ends	Yellow warning panels	Full yellow ends
2001	N/K	Withdrawn
2002	26-Nov-64	Withdrawn
2003	N/K	Yes	Withdrawn
2004	27-Sep-65	Withdrawn
2005	N/K	28-Nov-66	Withdrawn
2006	N/K	Disbanded
2007	27-Oct-64	Withdrawn
2008	Yes	Withdrawn
2009	N/K	11-Jun-65 §	Withdrawn		§ yellow wrap
2010	By May-68	Withdrawn
2011	Nov-64	14-Aug-67 §	Withdrawn		§ yellow wrap
2012	N/K	Withdrawn
2013	N/K	Withdrawn
2014	Withdrawn
2015	N/K	Withdrawn
2016	26-Nov-64	No	No	26-Apr-69
2017	By Jun-67	Withdrawn
2018	N/K	Withdrawn
2019	2-Dec-64	Withdrawn
2020	9-Dec-65	Withdrawn
2021	N/K	Yes §	No	5-Apr-67	§ yellow wrap
2022	N/K	Yes §	No	1-Jul-67	§ yellow wrap
2023	N/K	Withdrawn
2024	16-Nov-64	No	No	18-Jan-69
2025	12-Jan-65	No	No	9-Jan-68
2026	N/K	18-Dec-67 §	Withdrawn		§ yellow wrap
2027	3-Feb-67	Withdrawn
2028	Feb-64	Yes	No	By Oct-69
2029	11-Oct-66	Withdrawn
2030	N/K	Withdrawn
2031	N/K	Withdrawn
2032	N/K	No	No	By Nov-70
2033	Aug-64	No	No	By Nov-70
2034	N/K	No	No	21-Jul-69
2035	N/K	Withdrawn
2036	9-Jan-66	No	No	By Oct-70
2037	26-Aug-66	Withdrawn
2038	N/K	4-Mar-68 §	Withdrawn		§ yellow wrap
2039	N/K	Withdrawn
2040	By May-69	Withdrawn
2041	N/K	Withdrawn
2042	N/K	Withdrawn
2043	N/K	No	No	Mar-68
2044	15-Mar-67	Withdrawn
2045	May-64	Withdrawn
2046	N/K	Withdrawn
2047	N/K	Withdrawn
2048	N/K	c.May-68	Withdrawn
2049	N/K	Withdrawn
2050	6-Jan-66	26-Mar-68 §	Withdrawn		§ yellow wrap
2051	24-Jan-67	Withdrawn
2052	30-Nov-66	No	No	By May-70
2053	30-Jan-65	18-Sep-67 §	Withdrawn		§ yellow wrap
2054	Yes	Withdrawn
2055	16-Nov-64	24-Apr-67	Withdrawn
2056	10-Mar-65	22-Nov-68 §	Withdrawn		§ yellow wrap
2057	N/K	25-Aug-67
2058	2-Jun-66	?-67	No	9-May-69
2059	N/K	Withdrawn
2060	15-Apr-66	14-Nov-68 §	Withdrawn		§ yellow wrap
2061	9-Jan-67	Withdrawn
2062	23-Aug-65	No	No	28-Nov-69
2063	N/K	Withdrawn
2064	14-Jan-65	No	No	5-Dec-67
2065	N/K	Yes	Withdrawn
2066	N/K	Withdrawn
2067	28-Oct-66	No	No	By May-70
2068	N/K	Withdrawn
2069	Mar-64	Withdrawn
2070	N/K	Withdrawn
2071	N/K	Withdrawn
2072	12-May-65	No	No	7-May-69
2073	N/K	Withdrawn
2074	15-Sep-64	4-Mar-68 §	Withdrawn		§ yellow wrap /last green
2075	N/K	No	No	By Oct-69
2076	By April-69	Withdrawn
2077	N/K	Withdrawn
2078	N/K	4-Jul-67	Withdrawn
2079	N/K	Yes	Withdrawn
2080	26-May-65	No	No	6-Feb-69
2081	N/K	Withdrawn
2082	16-Nov-66	Withdrawn
2083	N/K	9-Jun-65 §	Withdrawn		§ yellow wrap
2084	N/K	Withdrawn
2085	27-Oct-66	Withdrawn
2086	N/K	No	No	By Feb-70
2087	1964	Withdrawn
2088	No	Withdrawn			Barnham derailment 1962
2089	By Feb-67	22-Oct-65 §	Withdrawn		§ yellow wrap
2090	N/K	16-Jun-67	No	6-Feb-70
2091	N/K	Withdrawn
2092	N/K	Withdrawn
2093	N/K	15-Nov-67 §	Withdrawn		§ yellow wrap
2094	N/K	Withdrawn
2095	10-Nov-65	Withdrawn
2096	Yes	Unlikely	Withdrawn
2097	N/K	Withdrawn
2098	N/K	No	No	26-Aug-69
2099	9-Dec-65	No	No	By Jun-70	Air horns fitted by 3-Jun-67
2100	20-May-65	Withdrawn
2101	May-64	No	No	20-Jun-69	Air horns fitted by 13-Sep-64
2102	Withdrawn
2103	31-Dec-64	No	No	By Oct-69
2104	3-Jun-66	No	No	18-Sep-69
2105	12-Jan-67	Withdrawn
2106	16-Nov-64	Withdrawn
2107	N/K	Withdrawn
2108	N/K	Withdrawn
2109	N/K	Withdrawn
2110	14-Feb-65	Withdrawn
2111	N/K	No	No	21-Sep-67	First blue 2 BIL
2112	26-Oct-66	No	No	20-Sep-68
2113	25-Mar-66	6-Aug-68	Withdrawn
2114	18-Oct-66	Withdrawn
2115	26-Apr-65	Withdrawn
2116	Jun-64	Yes §	Withdrawn		§ yellow wrap
2117	N/K	Withdrawn
2118	N/K	Withdrawn
2119	Withdrawn
2120	N/K	Withdrawn
2121	N/K	Yes	Withdrawn
2122	N/K	Withdrawn
2123	N/K	No	No	19-Mar-68
2124	N/K	Withdrawn
2125	By May-67	Withdrawn
2126	N/K	Withdrawn
2127	N/K	Withdrawn
2128	N/K	Withdrawn
2129	N/K	Withdrawn
2130	N/K	10-May-67	Withdrawn
2131	Withdrawn
2132	17-Jan-67	No	No	By Apr-70
2133	N/K	No	No	30-Nov-67
2134	By 1967	No	No	By Aug-68
2135	25-May-66	No	No	30-Dec-68
2136	27-Mar-65	Withdrawn
2137	N/K	14-Mar-67	No	By Jun-70
2138	N/K	Withdrawn
2139	N/K	No	No	13-Jan-70
2140	19-Aug-65	No	No	18-Dec-68
2141	N/K	21-Mar-67	No	30-Aug-69
2142	Yes	Withdrawn
2143	N/K	Withdrawn
2144	N/K	Withdrawn
2145	N/K	Withdrawn
2146	25-Sep-65	30-Nov-68	Withdrawn
2147	N/K	16-Mar-67	No	30-Oct-69
2148	N/K	Withdrawn
2149	N/K	Withdrawn
2150	24-Nov-65	8-Jul-68	Withdrawn
2151	N/K	27-Nov-67	Withdrawn
2152	N/K	Withdrawn

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29^th October 1961 and 2 BIL 2150 takes second-stage at Horsted Keynes

© Ian Nolan

Units Numbered 2001 - 2010

This first batch of ten units (delivered early in 1935) were the prototypes for the larger batches of units built during the next three years. Each unit consisted of a motor brake third (MBT) and a driving trailer composite (DTC), and had similar equipment to contemporary suburban units. Cab end design was similar with a domed roof and the usual side buffers, central drawhook and low-level air brake hoses whilst power, control and lighting jumpers were mounted on the cab end.

A standard stencil route indicator was fitted between the two cab observation lights, with the whistle to the nearside of the driver's window. The secondman’s window is hinged (on the external door side) to open outwards in order to for the driver to lean out and change the route indicator’s stencils; the opening frame of this window making it look smaller in size when compared to the (fixed) driver’s window.

The bodysides along the luggage van and cab area was not flattened and inset as on the 4 LAV units, therefore the cabs at both ends of the unit were full width. Each coach had a full-length side corridor, both these being along the same side of the unit as marshalled. When the motor coach was leading the corridors were on the nearside.

The motor brake third consisted of driver's cab entered by inwards opening doors each side, this cab being 9' 1" wide to accommodate some of the electro-magnetic control equipment behind the driver. Like similarly equipped suburban and 2 NOL units, this resulted in power conduits running up to roof level on the left-hand side of each observation window (as seen facing the cab).

The guard's brake van followed (there was no access from this to either the cab or the passenger area of the coach), this being 7' 11¾" wide and with a pair of outward opening doors each side for access. No side lookout duckets were provided; the Guard having periscopes in each direction to assist with observing signals.

The remainder of the motor brake third consisted of seven third class compartments (all 5' 11" wide each seating 8) giving an overall capacity of 56 third. Each compartment had an exterior access door whilst there were three doors along the corridor side. From the guard's end these were placed opposite the partition of the first/second, the door of the fourth and the partition of the sixth/seventh compartments, resulting in an outside window layout of large sidelight (L/S/L), door, three L/S/L, door, three L/S/L, door, L/S/L and toilet window.

The lavatory was located at the inner end of the coach. This coach was given the diagram number 2111 and weighed 43 tons 6cwt. The motor bogie below the driver's cab was equipped with shoegear and fitted with two MV339 motors of 275hp, though these were replaced by EE339 motors during the 1950's. Smoking was allowed in the two compartments at the van end of the coach and the three at the opposite (toilet compartment) end.

The driving trailer composite consisted of a driver's cab 4' 8 & 3/8" deep followed by eight compartments, the four behind the cab being third class and 6' 3" wide, the four at the inner end being first class and 7' 1¾" wide, and finally a lavatory compartment at the inner end of the coach.

The corridor was along the offside when the cab was leading, the opposite side to that of the motor coach so that both corridors were along the same side of the unit.

Each third-class compartment again seated 8 and the firsts seated 6; giving this coach a total of 24 first and 32 third class seats. There were four access doors along the corridor side, located (from the cab end) opposite the partitions of the first/second, third/fourth, fifth/sixth and seventh/eighth compartments. There were L/S/L windows on each side of each door opening with three ¼ light windows splitting pairs of L/S/L windows along the corridor length to give a regular large/¼/large window pattern. Each compartment again had an access door on the non-corridor side. This coach was to diagram number 2700 and weighed 30 tons 17cwt.

Smoking was allowed in the three third compartments behind the cab and in the three first compartments at the inner (toilet compartment) end of the coach; one first class compartment and the adjacent third-class being designated non-smoking. Power conduits at this end of the unit looped up each side of the headcode glass and did not run onto the roof dome.

Overall length of the unit was 129' 5" and they weighed 74¼ tons and seated 24 first and 88 third. The non-corridor side had standard size ¼ light windows each side of the door droplight, whilst those on the corridor side were carried right up to the roofline, though the door droplights were of standard size.

The passenger door droplights were to a new design with no frame, having a brass bar along the top edge and a wooden locking bar at the bottom controller by a lever to lock/unlock then and allow the droplight to be moved, traditional wooden framed droplights with leather straps to control the amount of opening were retained for the guard‘s and cab doors. Above each passenger droplight each door had a ventilation louvre with the vent along the bottom edge. Wooden panelling in the corridor was painted cream, whilst the compartments had varnished wooden panels.

These units were ready prior to the opening of the Eastbourne & Hastings electrification scheme and were run-in on the Brighton line, indeed virtually all the diagrammed workings were on the main Brighton line as all workings east of Keymer Junction were covered by 6 car PUL and PAN units and 2 NOL units. As a consequence, the 2 BIL units found themselves operating alongside 4 LAV units on semi-fast and stopping services between London Brighton as well as to Reigate.

Four units were soon being loaned to the Eastern section (1936) until displaced by new 2 HAL units in February 1939; these operated a peak-hour Sevenoaks – Cannon Street service (via Orpington) – am Up /pm Down. Once further batches of 2 BIL units were built, this batch were intermixed with them after the completion of the Portsmouth No.2 scheme and worked wherever 2 BIL units were diagrammed.

Unit no.2006 was disbanded in July 1963 and used as part of a loco-hauled electrically heated set on the Oxted line, two units were withdrawn in July 1968 after exchanging their DTCs with damaged ones from later build units and the remainder in 1969 and stripped at Slade Green or Selhurst prior to sale for scrapping.

As these units were among the earliest withdrawn none received blue livery. However, unit nos.2003/5/9/10 gained full yellow ends, those on no.2009 wrapping round onto the bodysides as far back as the leading edge of the driver's door.

The following list shows unit formations with the original unit number also shown and the dates units were completed and withdrawn, also the date and location of scrapping.

Unit no. Diag no.	First no.	Unit new	MBT 2111	DTC 2700	Withdrawn	Scrapping	Scrapped by
2001	1891	Mar-35	10568	12102	19-Apr-69	Oct-69	Armytage Ltd, Sheepbridge
2002	1892	Mar-35	10569	12103	3-May-69	Sep-69	Armytage Ltd, Sheepbridge
2003	1893	Mar-35	10570	12104	26-Apr-69	Sep-69	Armytage Ltd, Sheepbridge
2004	1894	Mar-35	10571	12105	8-Mar-69	Jul-69	Armytage Ltd, Sheepbridge
2005	1895	Mar-35	10572	12106	12-Apr-69	Sep-69	Armytage Ltd, Sheepbridge
2006	1896	Mar-35	10573	12107	27-Jun-63	Feb-70	A. King Ltd, Wymondham
2007	1897	Mar-35	10574	12108 12078+	6-Jul-68	Nov-69	Bird Group, Long Marston
2008	1898	Mar-35	10575	12109 12052+	12-Apr-69	Sep-69	Armytage Ltd, Sheepbridge
2009	1899	Mar-35	10576	12110	12-Apr-69	Oct-69	Armytage Ltd, Sheepbridge
2010	1900* 1890	Feb-35	10567	12101 12129+	6-Jul-68	Nov-69	Bird Group, Long Marston
* Renumbered Jan-36 Other renumbering Jan-37				+ Later type 2 BIL DTC diagram 2701

Individual Unit Notes Nos.2001 - 2010

2001 Unit out of use at Barnham by 30‑Mar‑69. Following withdrawal unit initially stored at Lancing prior to stripping at Selhurst, then stored at Balcombe and moved for scrapping 3‑Oct‑69 from Norwood Yard, unit arrived in yard 14‑Oct‑69. DTC 12102 cut-up 30-Oct-69 and MBS 10568 cut-up 31‑Oct‑69.

2002 After stripping unit stored at Polegate, then Guildford and moved for scrapping 9-Sep‑69 from there, unit arrived in yard 15‑Sep‑69. MBS 10569 cut-up 22‑Sep‑69 and DTC 12103 cut-up 23‑Sep-69.

2003 After stripping at Slade Green, unit stored at Stewarts Lane, moving to Polegate 16-Jun-69 and moved for scrapping c22-Aug-69 from Stratford, unit arrived in yard 3‑Sep-69. DTC 12104 cut-up 10-Sep-69 and MBS 10570 cut-up 11‑Sep-69.

2004 After stripping unit stored at Gatwick and moved for scrapping 6-May-69 from there, train delayed at Cricklewood unit not arriving in yard until 11-Jul-69. DTC 12105 cut-up 18-Jul-69 and MBS 10571 cut-up 22-Jul-69.

2005 After stripping at Slade Green unit stored at Stewarts Lane, moving to Polegate 16-Jun-69 and moved for scrapping c22-Aug-69 from Stratford, unit arrived in yard 9-Sep-69. MBS 10572 cut-up 12‑Sep-69 and DTC 12106 cut-up 13‑Sep-69.

2006 Unit disbanded 27-Jun-63 after damage repairs to DTC 12107 and both coaches transferred to set 900, later became 7 TC 701 in Feb-66. MBS 10573 operated as a trailer brake second whilst in 900/701, with motors removed. Both vehicles had their jumpers altered to allow heating from BRCW Type 3 Diesel Loco ‘KA’ (later Class 33).

Unit 701 was disbanded early in 1969 and both 10573 and 12107 withdrawn 12-Apr-69 and stored at Micheldever and moved for scrapping 31‑Jan-70 from there.

2007 Unit out of use for a period in 1944 and MBS 10574 used as part of 4 LAV unit 2938, possibly due to war damage.

DTC 12108 badly damaged in collision with 4 SUB 4369 at Horsham 2-Jul-61 (details?) but repaired.

MBS 10574 damaged by fire at Brighton 8-Jun-68, DTC 12108 to 2055 and replaced by collision damaged 12078 (ex 2055), and unit withdrawn 6-Jul-68 and stored at Micheldever then Polegate and moved for scrapping 22-Nov-69 from Gatwick.

2008 Unit involved in Ford collision 5-Aug-51 and damaged (units 2029, 2056 & 2100 also involved). During repairs DTC 12109 to unit 2029 and replaced by 12052 (ex 2029).

The six-coach 11.17am Brighton to Portsmouth train (booked to stop in Ford’s Down main platform) passed the home signal at danger and collided at about 18 mph with the rear of the eight-coach 10:47am Three Bridges to Bognor Regis train which as standing in the Down Loop platform waiting for the Portsmouth train to pass. Both trains were formed of two-coach units.

The first coach of the Portsmouth train and the rear coach of the Bognor Regis train were telescoped together for about 40’; four other coaches were also damaged to varying degrees.

Motorman Sherwood was driving the Portsmouth train and was killed instantly. Eight passengers died, forty-seven were injured with forty detained in hospital.

After stripping unit stored at Stewarts Lane, moving to Polegate 16-Jun-69 and moved for scrapping c22-Aug-69 from Stratford, unit arrived in yard 3‑Sep-69. DTC 12052 cut-up 8‑Sep-69 and MBS 10575 cut-up 9-Sep-69.

2009 Unit out of use at Barnham by 30-Mar-69. Following withdrawal unit initially stored at Lancing prior to stripping at Selhurst, then stored at Balcombe and moved for scrapping 3-Oct-69 from Norwood Yard, unit arrived in yard 14-Oct-69. Both coaches cut-up 29-Oct-69.

2010 This was the first built unit in February 1935 and delivered as unit 1890. It was renumbered 1900 in January 1936, and then renumbered again, along with the whole batch of ten units in January 1937, becoming unit 2010.

DTC 12101 to 2096 Jul-68 and replaced by collision damaged 12129 (ex 2096), and unit withdrawn 6-Jul-68 and stored at Micheldever then Polegate and moved for scrapping 22-Nov-69 from Gatwick.

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Units Numbered 2011 ‑ 2048

This batch of units were authorised for the Portsmouth No. 1 electrification scheme and were built as unit numbers 1901 ‑ 1920 and 1954 ‑ 1971 but all were renumbered before entering public traffic.

Units were completed from August 1936 until January 1937 and stored on delivery, trial running commencing in February 1937. These units differed from the first batch in a number of ways, the principle difference being the adoption of electro-pneumatic control gear allowing a smaller driver's cab in the motor coach, a larger guard's brake and the reduction of the number of compartments in the motor coach from 7 to 6½. Other changes involved the door positioning along the corridor side of the trailer and consequential alterations to the window layout, flusher fitting fixed windows mounted from the outside in aluminium frames and no ventilation louvre above door droplights.

The motor brake third consisted of driver's cab 4' 8½" deep, guard's brakevan now 11' 9½" wide, coupe compartment 4' 2½" wide seating four and six third class compartments each 6' 3" wide. This coach seated 52 and was to diagram number 2115 and weighed 43 tons 5cwt. Motors were the EE339 275hp type from new with EE control equipment. The floor of the guard's brake van was now flat with the remainder of the coach, whilst along the corridor side, the first L/S/L before the door at the guard's end was replaced by a ¼ light, and there was no frosted glass window opposite the toilet compartment door.

The driving trailer composite had an identical internal layout to those of the first batch, the main difference being the moving of the first door at the cab end on the corridor side forwards to be opposite the doorway into the first compartment, remaining door positions being as before. The intermediate non-doorway ¼ light windows were dispensed with and the coach now had the following arrangement from the cab end, ¼ light, door, three L/S/L, door, two L/S/L, door, three L/S/L, door and ¼ light. Diagram number was 2701 and the coach weighed 30 tons 17cwt and seated 24 first and 32 third.

Overall unit length remained at 129' 5" and overall weight was now 74 tons 2cwt, whilst seating capacity was now 24 first and 84 third. The coupe compartment had the four seats facing backwards (away from the driving cab) and there was a shelf along the wall opposite, this compartment being intended for train crew travelling ‘passenger’ if required.

The panelling in the corridors was now varnished teak and use was made of ‘Rexine’, a synthetic leathercloth for other panel trim.

Units receiving full yellow ends whilst in green livery were as follows: 2011 /2021 /2026 /2028 /2038 /2048, those on all except nos.2028 /2048 wrapping round onto the bodysides as far back as the leading edge of the driver's door.

Units painted blue (with full yellow ends) were as follows: nos.2016 /2021 /2022 /2024 /2025 /2028 /2032 /2033 /2034 /2036 /2043.

Unit formations were as shown below, with the original unit number also shown, date of delivery, date of withdrawal and date and location of scrapping.

Unit no. Diag no. Code	First no.	Unit new	MBT 2115 CA	DTC 2701 DA	Withdrawn	Scrapping	Scrapped by
2011	1901	Aug-36	10577	12034	23-Jan-71	Sep-71	Bird Group, Long Marston
2012	1902	Aug-36	10578	12035	20-Sep-69	Oct-70	Fratton Depot
2013	1903	Aug-36	10579	12036	6-Sep-69	Nov-69	Bird Group, Long Marston
2014	1904	Oct-36	10580	12037	23-Jun-43	Jun-43	Destroyed by enemy action Brighton
2015	1905	Oct-36	10581	12038	24-May-69	Oct-69	Armytage Ltd, Sheepbridge
2016	1906	Oct-36	10582	12039	11-Sep-71	Mar-72	J. McWilliam Ltd, Shettleston
2017	1907	Oct-36	10583	12040	21-Nov-70	May-71	T. J. Thomson Ltd, Stockton
2018	1908	Oct-36	10584	12041	12-Apr-69	Feb-70	Fratton Depot
2019	1909	Oct-36	10585	12042	3-Jan-70	May-70	J. Cashmore Ltd, Newport
2020	1920	Oct-36	10586	12043	10-May-69	Sep-69	Armytage Ltd, Sheepbridge
2012	1921	Oct-36	10587	12044	27-Jun-70	Feb-71	T. J. Thomson Ltd, Stockton
Renumbered Jan-37

Unit no. Diag no. Code	First no.	Unit new	MBT 2115 CA	DTC 2701 DA	Withdrawn	Scrapping	Scrapped by
2022	1912	Oct-36	10588	12045	21-Nov-70	Jul-71	Bird Group, Long Marston
2023	1913	Oct-36	10589	12046	13-Sep-69	Dec-69	Armytage Ltd, Sheepbridge
2024	1914	Oct-36	10590	12047	12-Jun-71	Sep-71	A. King Ltd, Wymondham
2025	1915	Oct-36	10591	12048	23-Jan-71	Sep-71	Bird Group, Long Marston
2026	1916	Oct-36	10592	12049	4-Apr-70	Jan-71	Milton Metals, Cardiff
2027	1917	Oct-36	10593	12050	23-Jan-71	May-71	T. J. Thomson Ltd, Stockton
2028	1918	Oct-36	10594	12051 12854 ^1	12-Jun-71	Sep-71	A. King Ltd, Wymondham
2029	1919	Oct-36	10595	12052 12109 ^2	21-Nov-70	Jul-71	J. Cashmore Ltd, Newport
2030	1920	Oct-36	10596	12053	13-Sep-69	Oct-70	A. King Ltd, Wymondham
2031	1954	Oct-36	10597	12054	10-Jan-70	May-70	J. Cashmore Ltd, Newport
2032	1955	Oct-36	10598	12055	12-Jun-71	Sep-71	A. King Ltd, Wymondham
2033	1956	Oct-36	10599	12056	12-Jun-71	Sep-71	A. King Ltd, Wymondham
2034	1957	Oct-36	10600	12057	11-Sep-71	Apr-72	J. McWilliam Ltd, Shettleston
2035	1958	Nov-36	10601	12058	10-Jan-70	Aug-70	Armytage Ltd, Sheepbridge
2036	1959	Nov-36	10602	12059	11-Sep-71	Jan-72	J. Cashmore Ltd, Newport
2037	1960	Nov-36	10603	12060	4-Apr-70	See notes
2038	1961	Nov-36	10604	12061	23-Jan-71	Oct-71	Bird Group, Long Marston
2039	1962	Nov-36	10605	12062	27-Dec-69	May-70	J. Cashmore Ltd, Newport
2040	1963	Nov-36	10606	12063	20-Sep-69	Apr-70	A. King Ltd, Wymondham
2041	1964	Nov-36	10607	12064	8-Feb-69	Jun-69	Armytage Ltd, Sheepbridge
2042	1965	Nov-36	10608	12065	21-Jun-69	Dec-69	Armytage Ltd, Sheepbridge
2043	1966	Nov-36	10609	12066	21-Nov-70	Jun-71	J. Cashmore Ltd, Newport
2044	1967	Nov-36	10610	12067	8-Feb-69	Jun-69	Armytage Ltd, Sheepbridge
2045	1968	Nov-36	10611	12068	21-Nov-70	May-71	T. J. Thomson Ltd, Stockton
2046	1969	Dec-36	10612	12069	10-Jan-70	May-70	Armytage Ltd, Sheepbridge
2047	1970	Jan-37	10613	12070	10-Jan-70	May-70	Armytage Ltd, Sheepbridge
2048	1971	Jan-37	10614	12071	10-Jan-70	Aug-70	Armytage Ltd, Sheepbridge
Renumbered Jan-37				^#1 ‘all‑steel’ 2 HAL DTC diagram 2705, Code DQ. ^#2 ‘Early type’ 2 BIL DTC diagram 2700.

INDIVIDUAL UNIT NOTES NOS.2011 - 2048

2011 Unit out of use at Ascot by end of 1970 and moved to Lancing for store 1‑Jan-71 and withdrawn there 23‑Jan-71. Moved to Selhurst for stripping 24-Apr-71, then hauled to Micheldever and moved for scrapping 8‑Sep-71 from Basingstoke.

2012 Unit slightly damaged in collision in Polegate Sidings 8‑Jan-63 (details?).

After stripping unit stored at Herne Hill, hauled to Micheldever 25-Jun-70 but detached at Woking after DTC 12035 damaged by fire but moved on to Micheldever by 9-Aug-70. Unit moved to Basingstoke by Sep-70 and moved for scrapping 29-Sep-70 from there.

2013 After stripping unit stored at Polegate and moved for scrapping 22-Nov-69 from Gatwick.

2014 Both coaches destroyed at Brighton by enemy action 25-May-43 and unit withdrawn 23-Jun-43 when remains of bodies scrapped. Underframe of DTC 12037 salvaged and used in construction of ‘all-steel’ 2 HAL DTC 12855 for unit 2700 Jun-54.

2015 After stripping unit stored at Balcombe and moved for scrapping 3-Oct-69 from Norwood Yard, unit arrived in yard 7-Oct-69. Both coaches cut-up 16-Oct-69.

2016 Following withdrawal unit initially stored at Lancing prior to stripping at Selhurst, then stored at Weymouth, moving to Basingstoke 25-Feb-72 and moved for scrapping 23-Mar-72 from there.

2017 Unit withdrawn 17-May-69 but reinstated from 31-May-69. After stripping at Selhurst unit hauled to Micheldever (via Eastleigh) arriving 18-Feb-71 and moved for scrapping 15-May-71 from there.

2018 Unit (with 2120) rammed by loco-hauled train at Portsmouth Harbour 5-Apr-69 (details?) and withdrawn 12-Apr-69. Scrapped at Fratton by 21-Feb-70 by France Services.

2019 Unit damaged by H/E blast at Brighton station 18-May-42 but repaired. After stripping unit stored at Gatwick and moved for scrapping 29-Apr-70 from there.

2020 After stripping unit stored at Polegate, moving to Guildford and moved for scrapping 9-Sep-69 from there, unit arrived in yard 15‑Sep-69. DTC 12043 cut-up 23‑Sep-69 and MBS 10586 cut-up 24‑Sep-69.

2021 After stripping unit stored at Norwood Yard, moved for scrapping 30‑Jan-71 from there.

2022 After stripping unit moved from Selhurst to Micheldever arriving 29-Mar-71 and stored until moved for scrapping 19-Jul-71 from there.

2023 After stripping unit stored at Gatwick and moved for scrapping 1-Nov-69 from there, unit arrived in yard 5-Dec-69. DTC 12046 cut-up 10-Dec-69 and MBS 10589 cut-up 11-Dec-69.

2024 Unit out of use and stored at Lancing cMay-71 then moved to Selhurst for stripping, hauled to Gatwick Oct-Jul-71 for store and moved for scrapping 22‑Sep-71 from there.

2025 Unit out of use at Ascot by end of 1970 and moved to Lancing for store 1‑Jan-71 and withdrawn there 23‑Jan-71. Moved to Selhurst for stripping 24-Apr-71, then hauled to Micheldever and moved for scrapping 8‑Sep-71 from Basingstoke.

2026 After stripping unit stored at Norwood Yard, moved for scrapping 5‑Sep-70 from there, though not broken‑up until Jan-71.

2027 After stripping at Selhurst unit hauled to Basingstoke 27-Feb-71 then on to Micheldever, 1-Mar-71 for store, moved for scrapping 7-May-71 from there.

2028 MBS 10594 damaged by fire at Waterloo Oct-66 and DTC 12051 to 2 HAL 2626 Jan-67. Unit out of use until 10594 repaired and DTC 12051 replaced by ‘all-steel’ 2 HAL DTC 12854 (ex 2653) from cFeb-69. Unit then 129' 6" long and weighed 74 tons.

Unit out of use and stored at Lancing from 1-May-71 then moved to Selhurst for stripping 4-Jun-71 and withdrawn 12-Jun-71, hauled to Micheldever for store and finally Feltham, moved for scrapping 15‑Sep-71.

2029 Unit involved in Ford collision 5-Aug-51 and damaged (units 2008, 2056 & 2100 also involved). DTC 12052 to unit 2008 and replaced by 12109 (ex 2008) during repairs.

The six-coach 11.17am Brighton to Portsmouth train (booked to stop in Ford’s Down main platform) passed the home signal at danger and collided at about 18 mph with the rear of the eight-coach 10:47am Three Bridges to Bognor Regis train which as standing in the Down Loop platform waiting for the Portsmouth train to pass. Both trains were formed of two-coach units.

The first coach of the Portsmouth train and the rear coach of the Bognor Regis train were telescoped together for about 40’; four other coaches were also damaged to varying degrees.

Motorman Sherwood was driving the Portsmouth train and was killed instantly. Eight passengers died, forty-seven were injured with forty detained in hospital.

Unit damaged (where?) c.May-66 and to Eastleigh for repairs. After stripping at Selhurst unit hauled to Micheldever 25-May-71 for store and moved for scrapping 12-Jul-71 from there.

2030 After stripping at Selhurst unit stored at Herne Hill then Battersea Yard, then moved to Micheldever 25-Jun-70 and moved for scrapping 29-Sep-70 from Basingstoke.

2031 After stripping unit stored at Gatwick and moved for scrapping 2-May-70 from there.

2032 Unit out of use and stored at Lancing from 1-May-71 then moved to Selhurst for stripping 4-Jun-71 and withdrawn 12-Jun-71, hauled to Micheldever for store and finally Feltham, moved for scrapping 15‑Sep-71.

2033 Unit damaged mid-1962 (where?) and MBS 10599 damaged, repaired at Lancing.

Unit out of use and stored at Lancing cMay-71 then moved to Selhurst for stripping, hauled to Gatwick 10-Jul-71 for store and moved for scrapping 22‑Sep-71 from there.

2034 Following withdrawal unit initially stored at Ford. After stripping at Selhurst unit stored at Micheldever, moving to Basingstoke 29-Mar-72 and moved for scrapping 6-Apr-72 from there.

2035 After stripping at Selhurst unit stored at Gatwick and moved for scrapping 13-Jun-70 from there, unit arrived in yard 30-Jun-70. MBS 10601 cut-up 17-Jul-70 and DTC 12058 cut-up 8-Aug-70.

2036 Following withdrawal unit initially stored at Ford. After stripping at Selhurst unit hauled to Micheldever for store, moved for scrapping 17‑Jan-72 from Basingstoke.

2037 Unit withdrawn 4-Apr-70 and sent from Norwood Yard to Derby Research Centre 25-Jul-70 as an ‘Air Brake Test Unit’ numbered 024. MBS 10603 renumbered DS70321, DTC 12060 renumbered DS70322.

Unit withdrawn during 1972 (dumped in Chaddesden Sidings 5-Nov-72), and disposed of for scrap to Arnott Young, Bilston Apr-73.

2038 After stripping unit spent periods in store at Three Bridges and Horsham before moving to Micheldever 29-Mar-71. Moved for scrapping 30‑Sep-71 from Basingstoke.

2039 Unit damaged by H/E blast at Brighton station 18-May-42 but repaired.

Unit converted at Selhurst Nov-69 for Christmas mail & parcels traffic Dec-69 prior to withdrawal 27-Dec-69. After further stripping unit stored at Gatwick then Norwood Yard, moved for scrapping 16-May-70 from there.

2040 After stripping stored at Clapham Yard. Moved for scrapping 20-Feb-70 but train terminated at Hounslow with brake trouble and forward 26-Mar-70.

2041 After stripping at Slade Green unit moved to Gatwick for storage 23-Apr-69. Moved for scrapping 6-May-69 from there, train delayed at Cricklewood, unit not arriving in yard until 30-May-69. DTC 12064 cut-up 19-Jun-69 and MBS 10607 cut-up 25-Jun-69.

2042 After stripping unit stored at Gatwick and moved for scrapping 1-Nov-69 from there, unit arrived in yard 5-Dec-69. Both coaches cut-up 13-Dec-69.

2043 After stripping at Selhurst unit stored at Micheldever, arriving 8-Mar-71 and moved for scrapping 27-May-71 from Basingstoke.

2044 Unit damaged in derailment at Reading c.May-66 (details?) and hauled to Micheldever 13-Jun-66 prior to repair at Eastleigh.

After stripping at Slade Green unit moved to Gatwick for storage 23-Apr-69. Moved for scrapping 6-May-69 from there, train delayed at Cricklewood, unit not arriving in yard until 30-May-69. MBS 10610 cut-up 11-Jun-69 and DTC 12067 cut-up 13-Jun-69.

2045 DTC 12068 damaged in collision with 4 COR 3142 at Denville Jct, Havant 17-Jun-39.

It is understood that unit 2045 was operating (solo) a stopping train from Chichester when it overran the junction signals at Denville Junction. The DTC (trailing) was sideswiped by the leading coach of a Waterloo – Portsmouth train derailing both the 2 BIL DTC and the 4 COR motor coach adjacent to Havant East signalbox. It is possible that the second coach of the 4 COR may also have been partially derailed.

Unit withdrawn but reinstated c.Feb-70. After stripping at Selhurst unit stored at Micheldever, arriving 2-Feb-71 and moved for scrapping 15-May-71 from there.

2046 Unit damaged in a collision at Woking in 1937 (details?) and suffered a partial underframe collapse, but repaired.

Following withdrawal unit initially stored at Gatwick, moving to Selhurst for stripping Apr-70 before moving for scrapping 18-Apr-70 from there, unit arrived in yard 30-Apr-70. Both coaches cut-up 14-May-70.

2047 Following withdrawal unit initially stored at Gatwick, moving to Selhurst for stripping Apr-70 before moving for scrapping 18-Apr-70 from there, unit arrived in yard 23-Apr-70. MBS 10613 cut-up 30-Apr-70 and DTC 12070 cut-up 1-May-70.

2048 After stripping at Selhurst unit stored at Gatwick and moved for scrapping 13-Jun-70 from there, unit arrived in yard 30-Jun-70. DTC 12071 cut-up 12-Aug-70 and MBS 10614 cut-up 14-Aug-70.

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Units Numbered 2049 ‑ 2116

This batch of units was authorised for the Portsmouth No. 2 electrification scheme and were identical to the previous batch with the exception of the final unit built. This whole batch were completed between July and December 1937; entering service working with the earlier units. These units carried their new 20xx numbers from new.

The final unit (no. 2116) of the batch was experimentally built of ‘all‑steel’ construction with steel panels welded onto a steel framework and differed slightly in appearance from the other units, particularly in the roof detail. It also had heavier self-contained buffers rather than the solid shank type fitted to the earlier units.

Units gaining full yellow ends with green livery were nos.2055 /2057 /2058 /2065 /2078 /2079 /2113, those with the yellow wrapping onto the bodyside were nos.2050 /2053 /2056 /2060 /2074 /2083 /2089 /2093 /2096 /2116, whilst the following were painted blue with full yellow ends nos.2052 /2058 /2062 /2064 /2067 /2072 /2075 /2080 /2086 /2090 /2098 /2099 /2101 /2103 /2104 /2111 /2112.

Unit no.2074 was the last 2 BIL unit to run in green livery, being last used in April 1971.

Unit formations were as shown below with date of delivery, date of withdrawal and date and location of scrapping.

Unit no. Diag no. Code	Unit new	MBT 2115 CA	DTC 2701 DA	Withdrawn	Scrapping	Scrapped by
2049	Jun-37	10615	12072	23-Aug-69	Dec-69	Armytage Ltd, Sheepbridge
2050	Jun-37	10616	12073	23-Jan-71	Oct-71	Bird Group, Long Marston
2051	Jun-37	10617	12074	9-May-70	Jan-71	Milton Metals, Cardiff
2052	Jun-37	10618	12075	27-Jun-70	Jan-71	T. J. Thomson, Stockton
2053	Jun-37	10619	12076	4-Apr-70	Aug-70	Milton Metals, Cardiff
2054	Jun-37	10620	12077	4-Apr-70	Aug-70	Milton Metals, Cardiff
2055	Jun-37	10621	12078 12108 ^3	23-Jan-71	Sep-71	Bird Group, Long Marston
2056	Jun-37	10622	12079 12231 ^4	23-Jan-71	Aug-71	Bird Group, Long Marston
2057	Jun-37	10623	12080	23-Jan-71	Aug-71	Bird Group, Long Marston
2058	Aug-37	10624	12081	12-Jun-71	Sep-71	A. King Ltd, Wymondham
2059	Aug-37	10625	12082	5-Nov-66	May-67	Wimbledon Park depot
2060	Aug-37	10626	12083	4-Apr-70	Oct-70	Milton Metals, Briton Ferry
2061	Aug-37	10627	12084	4-Apr-70	Aug-70	Milton Metals, Cardiff
2062	Aug-37	10628	12085	12-Jun-71	Nov-71	A. King Ltd, Wymondham
2063	Aug-37	10629	12086	10-Jan-70	May-70	Armytage Ltd, Sheepbridge
2064	Aug-37	10630	12087	21-Nov-70	Jul-71	Bird Group, Long Marston
2065	Aug-37	10631	12088	4-Apr-70	Oct-70	Milton Metals, Cardiff
2066	Sep-37	10632	12089	9-May-70	Aug-70	Milton Metals, Briton Ferry
2067	Sep-37	10633	12090	12-Jun-71	Sep-71	A. King Ltd, Wymondham
2068	Sep-37	10634	12091	21-Nov-70	Jun-71	J. Cashmore Ltd, Newport
2069	Sep-37	10635	12092 12858 ^5	23-Jan-71	May-71	T. J. Thomson, Stockton
			^#3 ‘Early type’ 2 BIL DTC diagram 2700. ^#4 ‘1939 type’ 2 HAL DTC diagram 2702, Code DE. ^#5 ‘all-steel’ 2 HAL DTC diagram 2705, Code DQ.

Unit no. Diag no. Code	Unit new	MBT 2115 CA	DTC 2701 DA	Withdrawn	Scrapping	Scrapped by
2070	Sep-37	10636	12093 12186 ^6 12093	4-Apr-70	Oct-70	Milton Metals, Cardiff
2071	Sep-37	10637	12094	14-Jun-69	Oct-70	A. King Ltd, Wymondham.
2072	Oct-37	10638	12095	12-Jun-71	Sep-71	A. King Ltd, Wymondham.
2073	Oct-37	10639	12096	13-Sep-69	Apr-70	A. King Ltd, Wymondham.
2074	Oct-37	10640	12097	12-Jun-71	Sep-71	A. King Ltd, Wymondham.
2075	Oct-37	10641	12098	21-Nov-70	Jun-71	J. Cashmore Ltd, Newport
2076	Oct-37	10642	12099	20-Sep-69	Dec-69	Armytage Ltd, Sheepbridge
2077	Oct-37	10643	12100	27-Sep-69	Jan-70	Bird Group, Long Marston
2078	Oct-37	10644	12111	23-Jan-71	May-71	T. J. Thomson, Stockton
2079	Oct-37	10645	12112	26-Jul-69	Nov-69	Armytage Ltd, Sheepbridge
2080	Oct-37	10646	12113	24-May-69	Oct-69	Armytage Ltd, Sheepbridge
2081	Oct-37	10647	12114	23-Jan-71	May-71	T. J. Thomson, Stockton
2082	Oct-37	10648	12115	9-May-70	Jan-71	Milton Metals, Cardiff
2083	Oct-37	10649	12116	23-Jan-71	Dec-71	A. King Ltd, Wymondham.
2084	Oct-37	10650	12117	23-Jan-71	Dec-71	A. King Ltd, Wymondham.
2085	Oct-37	10651	12118	27-Dec-69	May-70	J. Cashmore Ltd, Newport
2086	Oct-37	10652	12119	12-Jun-71	Nov-71	A. King Ltd, Wymondham.
2087	Oct-37	10653	12120	12-Sep-70	Nov-70	J. Cashmore Ltd, Newport
2088	Oct-37	10654	12121 12807 ^7	11-Aug-62	Aug-62	Barnham accident (cut up on site)
2089	Oct-37	10655	12122	11-Oct-69	Mar-70	Armytage Ltd, Sheepbridge
2090	Oct-37	10656	12123	11-Sep-71		Preserved by NRM
2091	Oct-37	10657	12124	11-Oct-69	Jan-70	Bird Group, Long Marston
2092	Oct-37	10658	12125	8-Feb-69	Jul-69	Armytage Ltd, Sheepbridge
2093	Oct-37	10659	12126	27-Sep-69	Mar-70	Armytage Ltd, Sheepbridge
2094	Oct-37	10660	12127	13-Sep-69	Nov-69	Bird Group, Long Marston
2095	Oct-37	10661	12128	4-Apr-70	Jun-70	J. Cashmore Ltd, Newport
2096	Oct-37	10662	12129 12101 ^8	27-Dec-69	May-70	Milton Metals, Briton Ferry
2097	Oct-37	10663	12130	13-Sep-69	Nov-69	Bird Group, Long Marston
2098	Oct-37	10664	12131	11-Sep-71	Apr-72	J. McWilliam Ltd, Shettleston
2099	Oct-37	10665	12132	12-Jun-71	Sep-71	A. King Ltd, Wymondham.
2100	Oct-37	10666	12133 12857 ^9	22-Aug-70	Dec-70	J. Cashmore Ltd, Newport
2101	Nov-37	10667	12134	12-Jun-71	Nov-71	A. King Ltd, Wymondham.
2102	Nov-37	10668	12135	4-Sep-40	Sep-40	Destroyed by enemy action at Portsmouth Harbour
2103	Nov-37	10669	12136	23-Jan-71	May-71	T. J. Thomson, Stockton
2104	Dec-37	10670	12137	12-Jun-71	Jun-72	A. King Ltd, Wymondham.
2105	Dec-37	10671	12138	23-Oct-65	See notes
			^#6 ‘1939 type’ 2 HAL DTC diagram 2702, Code DE. ^#7 ‘1939 type’ 2 HAL DTC diagram 2702, Code DE. ^#8 ‘Early type’ 2 BIL DTC diagram 2700. ^# 9‘all-steel’ 2 HAL DTC diagram 2705, Code DQ.

Unit no. Diag no. Code	Unit new	MBT 2115 CA	DTC 2701 DA	Withdrawn	Scrapping	Scrapped by
2106	Dec-37	10672	12139	8-Feb-69	Jun-69	Armytage Ltd, Sheepbridge
2107	Dec-37	10673	12140	6-Sep-69	Nov-69	Bird Group, Long Marston
2108	Dec-37	10674	12141	2-Aug-69	Nov-69	Armytage Ltd, Sheepbridge
2109	Dec-37	10675	12142	21-Jun-69	Nov-69	Armytage Ltd, Sheepbridge
2110	Dec-37	10676	12143	7-Mar-70	Jun-70	J. Cashmore Ltd, Newport
2111	Dec-37	10677	12144	9-Oct-71	Feb-72	J. Cashmore Ltd, Newport
2112	Dec-37	10678	12145	12-Jun-71	Dec-71	A. King Ltd, Wymondham
2113	Dec-37	10679	12146 12196 ^10 12146	23-Jan-71	May-71	J. Cashmore Ltd, Newport
2114	Dec-37	10680	12147	21-Nov-70	Jul-71	J. Cashmore Ltd, Newport
2115	Dec-37	10681	12148	11-Oct-69	Mar-70	Armytage Ltd, Sheepbridge
2116	Dec-37	10682	12149	12-Sep-70	Nov-70	J. Cashmore Ltd, Newport
			^#10 '1939 type' 2 HAL DTC Diagram 2702, Code DE.

Individual Unit Notes Nos.2049 - 2116

2049 Unit ran with DTC 12134 (ex 2101) for a period before May-55 (reason unknown).

Unit damaged early 1960 (where?) and repaired at Eastleigh.

After stripping unit stored at Balcombe and moved for scrapping 18-Oct-69 from there, unit arrived in yard 1-Dec-69. DTC 12072 cut-up 6-Dec-69 and MBS 10615 cut-up 9-Dec-69.

2050 After stripping unit spent periods in store at Three Bridges and Horsham before moving to Micheldever 29-Mar-71. Moved for scrapping 30‑Sep-71 from Basingstoke.

2051 After stripping unit stored at Norwood Yard and moved for scrapping 5‑Sep-70 from there. Not broken‑up until Jan-71.

2052 After stripping unit stored at Norwood Yard and moved for scrapping 9-Jan-71 from there.

2053 After stripping unit stored at Norwood Yard and moved for scrapping 25-Jul-70 from there.

2054 After stripping unit stored at Norwood Yard and moved for scrapping 25-Jul-70 from there.

2055 DTC 12078 damaged in collision at Wimbledon Park 14-Mar-68 and to 2007 Jun-68. Replaced by 12108 (ex 2007).

Unit out of use at Ascot by end of 1970 and moved to Lancing for store 1‑Jan-71 and withdrawn there 23‑Jan-71. Moved to Selhurst for stripping 24-Apr-71, then hauled to Micheldever and moved for scrapping 8‑Sep-71 from Basingstoke.

2056 DTC 12079 withdrawn after collision at Brighton 31-Dec-46 (details?) and condemned 1-Nov-47. MBT 10622 spare until unit reformed with ‘1939 type’ 2 HAL DTC 12231 (ex.2646) Nov-47. Unit then weighed 74 tons 17cwt.

With MBS 10622 leading this hybrid unit ran into the sand drag and buffers by New England Road Bridge, Brighton c.18-Jan-52. There was extensive damage to both the MBS and DTC 12231 (the end next to the MBS and first compartment appear to have been more or less destroyed?).

After stripping at Selhurst unit hauled to Micheldever 24-May-71 and moved for scrapping 5-Aug-71 from Basingstoke <as per unit 2057>.

2057 After stripping at Selhurst unit hauled to Micheldever 24-May-71 and moved for scrapping 5-Aug-71 from Basingstoke <as per unit 2056>.

2058 Unit out of use for a while damaged during 1957 (details unknown, possibly derailment between Brookwood and Farnborough at 6:33pm on 22-Nov-56 when a broken rail lead to the partial derailment of the rearmost bogie of the eight-coach 5:37pm Waterloo to Acot via Woking train formed of two-car units which in turn was sidescraped by the passing 6pm Waterloo to Plymouth train).

Unit out of use and stored at Lancing c.May-71 then moved to Selhurst for stripping and withdrawn 12-Jun-71, hauled to Gatwick Oct-Jul-71 for store and moved for scrapping 22‑Sep-71 from there.

2059 Both coaches withdrawn following collision with 4 COR 3135 at Wimbledon Park 20-Jun-66. Unit stripped and broken-up on site by 6-May-67.

2060 Storage details following withdrawal unknown.

2061 After stripping unit stored at Norwood Yard and moved for scrapping 25-Jul-70 from there.

2062 Following withdrawal unit initially stored at Lancing, moving to Selhurst for stripping 10-Jul-71. After stripping unit stored at Micheldever and moved for scrapping 3-Nov-71.

2063 Following withdrawal unit initially stored at Gatwick, moving to Selhurst for stripping Apr-70 before moving for scrapping 18-Apr-70 from there, unit arrived in yard 23-Apr-70. DTC 12086 cut-up 2-May-70 and MBS 10629 cut-up 5-May-70.

2064 After stripping unit moved from Selhurst to Micheldever arriving 2Sep-Mar-71 and stored until moved for scrapping 19-Jul-71 from there.

2065 Unit disposed of for scrap 19-Sep-70 but train delayed at Old Oak Common until 19-Oct-70.

2066 Unit withdrawn but reinstated cFeb-70. After stripping unit stored at Norwood Yard and moved for scrapping 8-Aug-70 from there.

2067 Unit stored at Lancing from 1-May-71 and withdrawn 12-Jun-71 and moved to Selhurst for stripping. Hauled to Micheldever 24-Jun-71 for store and moved for scrapping 7‑Sep-71 from there.

2068 Unit withdrawn but reinstated cFeb-70. After stripping at Selhurst unit stored at Micheldever, arriving 8-Mar-71 and moved for scrapping 27-May-71 from Basingstoke.

2069 New in SR lined olive green livery, unit no.2069 was machine-gunned near Galley Hill (between St Leonards and Bexhill) 9-May-42 resulting in a visit to Lancing for EA repairs (EA is 'enemy action') between 19-May-42 and 16-Jun-42 for repairs. It was back at Lancing for three days from 21-Aug-45 for an 'A' repair, fairly minor I presume. Its first overhaul was an 'E5' repair at Lancing from 23-Oct-50, released 29-Nov-50, probably in Malachite green but possibly into 'BR' green.

Unit involved in Ford collision at 11:58am on 5-Aug-51 and DTC 12092 badly damaged and withdrawn 22‑Sep-51 (units 2008, 2029 and 2100 also involved). MBT 10635 spare until unit reformed with new ‘all-steel’ 2 HAL DTC 12858, built Feb-55. Interior had EPB-style Formica and veneer finish. Unit then 129' 6" long and weighed 74½ tons, and MBT fitted with heavier buffers.

The six-coach 11.17am Brighton to Portsmouth train (booked to stop in Ford’s Down main platform) passed the home signal at danger and collided at about 18 mph with the rear of the eight-coach 10:47am Three Bridges to Bognor Regis train which as standing in the Down Loop platform waiting for the Portsmouth train to pass. Both trains were formed of two-coach units.

The first coach of the Portsmouth train and the rear coach of the Bognor Regis train were telescoped together for about 40’; four other coaches were also damaged to varying degrees.

Motorman Sherwood was driving the Portsmouth train and was killed instantly. Eight passengers died, forty-seven were injured with forty detained in hospital.

After stripping at Selhurst unit hauled to Basingstoke 27-Feb-71 then on to Micheldever, 1-Mar-71 for store, moved for scrapping 7-May-71 from there.

2070 Unit damaged (where?) and DTC 12093 exchanged with ‘1939 type’ 2‑HAL DTC 12186 (ex 2601) Jun-56 to Aug-57. Unit weighed 74 tons 17cwt for duration of this change.

Unit disposed of for scrap 19-Sep-70 but train delayed at Old Oak Common until 19-Oct-70.

2071 After stripping at Selhurst unit stored at Herne Hill then Battersea Yard, then moved to Micheldever 25-Jun-70 and moved for scrapping 29-Sep-70 from Basingstoke.

2072 Unit out of use and stored at Lancing from 1-May-71 then moved to Selhurst for stripping 4-Jun-71 and withdrawn 12-Jun-71, hauled to Micheldever for store and finally Feltham, moved for scrapping 15‑Sep-71.

2073 After stripping stored at Clapham Yard. Moved for scrapping 20-Feb-70 but train terminated at Hounslow with brake trouble and forward 26-Mar-70.

2074 Unit stored at Lancing from 1-May-71 and withdrawn 12-Jun-71 and moved to Selhurst for stripping. Hauled to Micheldever 24-Jun-71 for store and moved for scrapping 7‑Sep-71 from there.

2075 After stripping at Selhurst unit stored at Micheldever, arriving 8-Mar-71 and moved for scrapping 27-May-71 from Basingstoke.

2076 After stripping unit stored at Gatwick and moved for scrapping 1-Nov-69 from there, unit arrived in yard 11-Dec-69. MBS 10642 cut-up 19-Dec-69 and DTC 12099 cut-up 20-Dec-69.

2077 After stripping unit stored at Gatwick and moved for scrapping 24‑Jan-70 from there.

2078 After stripping at Selhurst unit hauled to Basingstoke 27-Feb-71 then on to Micheldever, 1-Mar-71 for store, moved for scrapping 7-May-71 from there.

2079 After stripping unit stored at Balcombe and moved for scrapping 18-Oct-69 from there, unit arrived in yard 29-Oct-69. MBS 10645 cut-up 12-Nov-69 and DTC 12112 cut-up 15-Nov-69.

2080 Unit badly damaged at Balham Jct. in collision with derailed goods train 15-May-69 (details?) and withdrawn 24-May-69. Part of bodyside of MBS 10646 torn out. 2 HAL unit number 2696 was also damaged. Damaged unit stored at Gatwick then Guildford, moved for scrapping 9-Sep-69 from there, unit arrived in yard 19-Sep-69. MBS 10646 cut-up 3-Oct-69 and DTC 12113 cut-up 4-Oct-69.

2081 After stripping at Selhurst unit hauled to Basingstoke 27-Feb-71 then on to Micheldever, 1-Mar-71 for store, moved for scrapping 7-May-71 from there.

2082 After stripping unit stored at Norwood Yard and moved for scrapping 5‑Sep-70 from there. Not broken‑up until Jan-71.

2083 Unit had plain end and whistle 30-Mar-63.

Unit stored at Norwood Yard prior to withdrawal 23‑Jan-71 but sent in error on scrap train to Thomson, Stockton without stripping and still with shoegear fitted 1-Sep-71. Unit detached at Eaglescliffe and subsequently returned to Selhurst for stripping. Unit then used for accident exercises at Ashford, moving to Wimbledon Park in early April 1971 before being taken to Three Bridges for a further exercise there 12-Jun-71. Unit then moved to Micheldever for storage 26-Jul-71, and on to Feltham 16-Nov-71. Unit moved for scrapping 20-Dec-71 from there.

2084 Unit stored at Norwood Yard prior to withdrawal 23‑Jan-71 but sent in error on scrap train to Thomson, Stockton without stripping and still with shoegear fitted 1-Sep-71. Unit detached at Bedford and subsequently returned to Selhurst for stripping 20-Feb-71. Unit then used for accident exercises at Ashford, moving to Wimbledon Park in early April 1971 before being taken to Three Bridges for a further exercise there 12-Jun-71. Unit then moved to Micheldever for storage 26-Jul-71, and on to Feltham 16-Nov-71. Unit moved for scrapping 20-Dec-71 from there.

2085 Unit partly stripped at Selhurst Nov-69 for Christmas mail traffic Dec-69 prior to withdrawal 27-Dec-69. Unit further stripped at stored at Norwood Yard and moved for scrapping 16-May-70 from there.

2086 Following withdrawal unit initially stored at Lancing, moving to Selhurst for stripping 10-Jul-71. Unit then stored at Micheldever and moved for scrapping 3-Nov-71.

2087 After stripping unit stored at Norwood Yard and moved for scrapping 21-Nov-70 from there.

2088 Body of DTC 12121 badly damaged in collision with 2653 at 08:19am at Littlehampton on 30-Nov-49 and withdrawn 25-Feb-50.

Formed of eight-coaches, as the 8:4am Bognor Regis to London Bridge (via Littlehampton) was entering platform 3 at 20 mph under clear signals it collided with the two-coach 8:18am Littlehampton to Ford train which left platform 2 against a red starting signal.

All the wheels of the two leading coaches of the 8:4am train were derailed; 25’ of the offside panelling of the leading coach was stripped off. Foul of the Down line the leading bogie of the 8:18am was derailed and the corner of the motorman’s cab driven in.

DTC 12121 was replaced by ‘1939 type’ 2 HAL DTC 12807 (ex 2653). Unit then weighed 74 tons 17cwt. Underframe of 12121 used in construction of ‘all-steel’ 2 HAL DTC 12854 for unit 2653.

Unit overturned in derailment at 11:03am at Barnham on 1-Aug-62 when its motor coach 10654 was leading the 6-car 10:17 am Brighton to Portsmouth Harbour service.

As the train entered Barnham station it derailed on the partially open switches of a facing turnout number 8 (leading into the platform loop) causing the left-hand wheels of the leading bogie to travelled up the Down platform ramp and the rear of coach 10654 swung to the right against the Up platform so coach 10654 came to rest on its right-hand side diagonally across both lines between the platforms, some 85 yards from the toe of the open switch and 40 yards past the beginning of the platform ramp; its body separating from the underframe in the process.

The front of the second coach (ex.HAL DTC 12807) followed the rear of 10654 and partially overturned on its right-hand side; leaning against the Up platform. The rear four coaches were not derailed and suffered only slight damage. The derailment tripped the traction current.

Thirty-seven of the two-hundred and fifty passengers and Driver A. Light were injured; Guard J.E. Sands suffered shock.

The turnout had moved because of a loose washer had bridged the reverse operating wire contact (electrical circuit) energising the motor (Westinghouse style M3) when signal 21 was replaced as the train passed.

Following the Barnham derailment unit 2088 was withdrawn 11-Aug-62 and cut‑up on site 22-Aug-62.

2089 After stripping unit stored at Guildford and moved for scrapping 17-Feb-70 from there, unit arrived in yard 26-Feb-70. MBS 10655 cut-up 11-Mar-70 and DTC 12122 cut-up 12-Mar-70.

2090 Unit withdrawn 11-Sep-71 though out of use since 28-Jul-71 and briefly stored at Ford prior to moving to Preston Park 14-Aug-71 for secure storage as part of the National Collection, officially transferred 6-Apr-72. Later restored for limited use on special occasions and open days etc.

Both coaches allocated numbers in the ‘Private Owner’ series, 10656 as NRMY 99951, 12123 as NRMY 99952, these carried on plate on underframe, original numbers still being displayed on vehicle sides. After a period in store at Lovers Walk, then West Worthing where unit suffered some vandal damage, unit moved to secure storage at St Leonards depot Aug-96.

DTC 12123 moved by road to York 17-May-03 and MBS 10656 followed in June, both coaches then underwent restoration at York National Railway Museum (NRM) prior to moving to the NRM outstation at Shildon for display.

2091 After stripping unit stored at Herne Hill and moved for scrapping 17‑Jan-70 from there.

2092 After stripping unit stored at Gatwick and moved for scrapping 6-May-69 from there, train delayed at Cricklewood unit not arriving in yard until 6-Jun-69. MBS 10658 cut-up 30-Jun-69 and DTC 12125 1-Jul-69.

2093 After stripping unit stored at Guildford and moved for scrapping 17-Feb-70 from there, arrived in yard 20-Feb-70. DTC 12126 cut-up 25-Feb-70 and MBS 10659 cut-up 3-Mar-70.

2094 Following withdrawal unit initially stored at Gatwick. After stripping unit returned to Gatwick and moved for scrapping 8-Nov-69 from there.

2095 After stripping at Selhurst unit hauled to Micheldever 8-Apr-70 for store and moved for scrapping 28-May-70 from there.

2096 DTC 12129 was damaged (corner of the cab on the secondman’s side) in a sidescrape collision with the second open of solo 4 BIG 7033 at Lovers Walk 23-Jun-68 and exchanged with 12101 (ex 2010) Jul-68. DTC had small yellow warning panels and UIC yellow first-class banding.

After stripping unit stored at Norwood Yard and moved for scrapping Sep-May-70 from there.

2097 After stripping unit stored at Gatwick and moved for scrapping 8-Nov-69 from there.

2098 MBS 10664 damaged in collision with a van train at Hove 2-Nov-49 (details?).

Unit withdrawn but reinstated cFeb-70. Following withdrawal unit initially stored at Ford and after stripping at Selhurst stored at Micheldever, moving to Basingstoke 29-Mar-72. Moved for scrapping 6-Apr-72 from there.

2099 Unit stored at Lancing from 1-May-71 and withdrawn 12-Jun-71 and moved to Selhurst for stripping. Hauled to Micheldever 24-Jun-71 for store and moved for scrapping 7‑Sep-71 from there.

2100 Unit involved in Ford collision 5-Aug-51 and DTC 12133 badly damaged and withdrawn 22‑Sep-51 (units 2008, 2056 & 2069 also involved). MBT 10666 spare until unit reformed with new ‘all-steel’ 2 HAL DTC 12857, built Feb-55. Interior had EPB-style Formica and veneer finish. Unit then 129' 6" long and weighed 74½ tons and MBT fitted with heavier buffers. Underframe of 12133 used in construction of ‘all-steel’ 2 HAL DTC 12856 for unit 2133.

The six-coach 11.17am Brighton to Portsmouth train (booked to stop in Ford’s Down main platform) passed the home signal at danger and collided at about 18 mph with the rear of the eight-coach 10:47am Three Bridges to Bognor Regis train which as standing in the Down Loop platform waiting for the Portsmouth train to pass. Both trains were formed of two-coach units.

The first coach of the Portsmouth train and the rear coach of the Bognor Regis train were telescoped together for about 40’; four other coaches were also damaged to varying degrees.

Motorman Sherwood was driving the Portsmouth train and was killed instantly. Eight passengers died, forty-seven were injured with forty detained in hospital.

After stripping unit stored at Norwood Yard and moved for scrapping 5-Dec-70 from there.

2101 DTC 12134 used for a period prior to May-55 in unit 2049 (reason unknown).

Unit ‘ran away’ at Streatham Hill and in collision with buffers near Balham 12-Jul-63 and badly damaged, but repaired at Eastleigh May-64 after a period of storage at Micheldever.

Following withdrawal unit initially stored at Lancing and moved to Selhurst for stripping 24-Jul-71. After stripping unit stored at Micheldever and moved for scrapping 3-Nov-71

2102 Both coaches destroyed by enemy action at Portsmouth Harbour 12-Aug-40 (along with 2132) and unit withdrawn 4‑Sep-40. Underframes scrapped at Lancing during 1943, that of 10668 30-Jun-43.

2103 Unit in collision with 4 SUBs 4717 and 4703 at Wimbledon Park 24-Nov-70 and DTC 12136 cab damaged and unit withdrawn 23‑Jan-71 and hauled to Micheldever 5-Feb-71 for store and moved for scrapping 15-May-71 from there.

2104 Following withdrawal unit initially stored at Gatwick and after stripping returned there for storage prior to moving to Weymouth 25-Mar-72 and later back to Brockenhurst. Unit moved for scrapping from there 12-Jun-72 but train delayed at Hounslow and forward from there 20-Jun-72.

2105 Unit in collision with ‘Queen Mary’ bus at 09:31hrs on Roundstone Level Crossing near (near Worthing) 22-Aug-65 and DTC 12138 derailed and damaged by fire and withdrawn 23-Oct-65. Body of 12138 scrapped at Brighton Nov-65. MBS 10671 to store at Micheldever 5-Dec-65 until Nov-66 then to 4‑LAV 2943. Underframe of 12138 also stored at Micheldever with 10671, (eventual disposal unknown).

Running about 15 minutes late in thick fog the 08:47hrs Down four-coach electric train (pair of two-car units) ran through the crossing gates at Roundstone Level Crossing which had been incorrectly opened for road traffic.

The train collided (possibly at about 35mph) with a Southdown 69-seat double-deck ‘Queen Mary’ bus pushing it some 54 yards along the line. The bus caught fire and was completely burned out. The leading bogie of unit 2105 was derailed and the coach damaged by fire. Eight bus passengers perished in the incident.

Prior to the incident unit 2105 had been last painted in 1959 and varnished in 1963.

2106 After stripping unit stored at Gatwick and moved for scrapping 6-May-69 from there, train delayed at Cricklewood, unit not arriving in yard until 6-Jun-69. MBS 10672 cut-up 23-Jun-69 and DTC 12139 cut-up 27-Jun-69.

2107 After stripping unit stored at Polegate and later Gatwick and moved for scrapping 22-Nov-69 from there.

2108 After stripping unit stored at Gatwick and moved for scrapping 11-Oct-69 from there, unit arrived in yard 22-Oct-69. DTC 12141 cut-up 1-Nov-69 and MBS 10674 cut-up 5-Nov-69.

2109 After stripping unit stored at Gatwick and moved for scrapping 11-Oct-69 from there, unit arrived in yard 22-Oct-69. DTC 12142 cut-up 13-Nov-69 and MBS 10675 cut-up 11-Nov-69.

2110 After stripping at Selhurst unit hauled to Micheldever 8-Apr-70 for store and moved for scrapping 28-May-70 from there.

2111 Unit retained after units withdrawn 29-Jul-71 to work final railtour 25‑Sep-71 then withdrawn and after stripping at Selhurst stored at Shalford from 13‑Jan-72. Moved for scrapping 11-Feb-72 from there.

2112 Following withdrawal unit stored initially at Lancing and moved to Selhurst for stripping 9-Sep-71. Stored (probably at Nor